Author Topic: Panasonic NKY467B2 36V 15AH 540Wh. Ebike Li ion upgrade, burning my father'ass?  (Read 14967 times)

0 Members and 1 Guest are viewing this topic.

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
I built this in 2014-2015

That's impressive, how many cells in parallel? Wow...
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
That's impressive, how many cells in parallel? Wow...

That one in the video, IIRC it was a 7s46p pack, a 3.2kWh module. Twelve such modules total 39 kWh.
 
The following users thanked this post: Zucca

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
Let's see if I can do some homework.

7s46p= 322 cells
Nominal voltage per module = 3,6V*46 = 165,6V
Charged voltage per module = 4,2V*46 = 193,3V
Low voltage per module = 3,3V*46 = 151,8V
Nominal Capacity per module = 2,78 * 7 =   19,46 Ah


3,2Kwh / 322 = about 10Wh/cell
10Wh / 3,6V = about 2,78 Ah

EDIT wrong of course

Massive, I would be scared to touch that beast... I am managing that 540Wh bike battery with carefull triple checked slowly baby steps, I can't imagine the safety you are dealing with those monsters!

Respect.

Good bathroom reading:
https://batteryuniversity.com/learn/article/safety_concerns_with_li_ion

PS: Starting to design a storage engergy for my home in my spare time... let's see. If I will not burn that bike I will not burn my home neither.  :popcorn:


 
« Last Edit: October 13, 2018, 01:44:05 pm by zucca »
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
7s46p= 322 cells
Nominal voltage per module = 3,6V*46 = 165,6V
Nominal Capacity per module = 2,78 * 7 =   19,46 Ah

Other way around. 46 in parallel, 7 in series. So only 25.2V nominal. But put 12 of such modules in series, and it's 300V.

Quote
3,2Kwh / 322 = about 10W/cell
10W / 3,6V = about 2,78 Ah
Wh, not W :).

Yeah, Samsung INR18650-29E, nominal capacity 2.85Ah, nominal energy capacity 10.3Wh. This was and still is quite a good cell. At 220Wh/kg, it's not the newest or most energy-dense hi-tech anymore, but still available widely for a good price. Best commercial cells are around 280Wh/kg now. The trick is how to construct the cells into modules with as little weight, size and especially price overhead as possible. BMS in a part of this equation. Over a decade ago, it was OK to be expensive when the cells were even more expensive. This has changed. Cells for a 30kWh pack, enough for a small passenger EV, would only cost around $4000-5000 for a manufacturer, I guesstimate. For Tesla, probably even less! A traditionally overdesigned BMS would easily cost some $300-500 on the top of it. The EV battery system design really being a cost-limited process now, this money is directly away from putting more cells in (say, about 2kWh extra for saving $400 by using minimalized BMS). This would translate to 10km extra range for an EV, something that isn't meaningless!

The same is true for grid/home/solar/etc. energy storage, except it's even more cost-driven, because the weight and size factors are less important than in a car. And, every customer wants as much capacity as possibly, limited only or mostly by their budget. The question always asked is, how much storage do I get with $100, or with $10k, or with $1M.

Cell prices being what they are, that means you optimize on labor (and material) to assemble them into packs, and this includes the BMS cost (BOM, installation, and service). While, of course, not compromising safety or other pack-level features the customer needs.

Now, the raw cells costing at bit over $200/kWh for us small players, Chinese packs that use these cells cost around $400/kWh, and Western packs with the exact same cells start from about $1000/kWh, if not more, and even then, are quite some special snowflakes. Or as nctnico said: there are almost no decent li-ion packs available on the market!

Quote
Massive, I would be scared to touch that beast... I am managing that 540Wh bike battery with carefull triple checked slowly baby steps, I can't imagine the safety you are dealing with those monsters!

Welding the first side is easy-peasy since you won't short anything... But after turning the module around, you need to be very careful when aligning and installing the copper sheets, and have some measures against the welder robot hitting between two adjacent copper plates by mistake, shorting them out. I use plastic covers so that one segment is accessible at once. Adds a bit of manual work to the welding, however, moving the plastic cover 6 times during the process. After this, the modules use fixed plastic covers so that only the ends are exposed. A good physical design doesn't let the copper sheet ends touch each other. In these modules, they were at the opposite ends, and opposite sides as well. Cardboard covers tightly taped over the copper contacts until the modules are ready to be installed are still paramount; someone could still put the module on a metallic table!

7s is enough voltage to cause some serious arcing. Accidentally shorting 1 cell is not such a big deal (of course, the chances are, you are doing some hidden damage to the cells with this act. If nothing else, if the short is long enough so the PTC trips in the cells, it will have slightly higher DC resistance afterwards.)

I do have a large tub full of water* to push the full battery into in case of a fire (and a big garage door right next to this, so it can be pushed outside). Although, such an incident is very unlikely, but being prepared is still a must. We have tried to induce something like that small scale, with no success. In addition to basic overcharging (30V) and short circuit tests, we have tested (both on purpose, and by accident) what happens when you accidentally apply approx. 100 times of too much TIG welding energy to the cell, so it zaps through the cell case, causing a massive hole directly to the insides and charring the electrode roll in the process. No fire, no explosion, no smoke. Li-ion cells have quite some advanced separator materials (and possibly other tricks) nowadays. (But don't count on these features; if you do, you lose one important safety layer! Remember that the underlying chemistry is very volatile and dangerous, and the advanced safety mechanisms are not supposed to be put "on test" in normal operation / unintentionally. They still need to produce these safety features as cheaply as possible!)

*) Note that despite some "Battery University" style myths, water - a lot of it, quickly, everywhere, submerged - is the preferred way to deal with li-ion fires. There is no metallic lithium present; or anything else which would react violently with water. Water has the greatest cooling effect, and has the best chances of removing energy quickly enough to prevent or stop thermal runaway.)

Working with large packs really requires displicine, lack of disturbances (put your phone away, don't have chatty coworkers, don't "show off" your lab), and short working terms (preferably no more than half an hour of mechanical, repetative work at once). Add insulating tape or heat shrink tubing to all metallic tools. Use insulating temporary covers everywhere - a standard bath towel is great if you have random shapes with a lot of exposed contacts everywhere. When done, be a bit too OCD and perfectionist on adding different types of tape, glue, plastic covers etc.

I often add pieces of both Kapton and then fiberglass tape on 18650 positive ends so that any sharp edge won't cut through the thin insulation the 18650 cell comes with - especially at the edges and corners where the copper edge resides. Such "tape donuts" are used by some laptop battery pack manufacturers (but not all!) as well, since some incidents of shorted cells have been reported. IMHO this is an issue which should be solved by the cell manufacturers, but it isn't. Oh well...
« Last Edit: October 12, 2018, 02:30:25 pm by Siwastaja »
 
The following users thanked this post: Zucca, MT

Offline nctnico

  • Super Contributor
  • ***
  • Posts: 27495
  • Country: nl
    • NCT Developments
I built this in 2014-2015: . It's still in use, I now use it for building battery packs for mobile robots in a related startup I now design for... Not using nickel strip but direct copper interfaces is both cost and performance optimization.
It is not clear from the video but I don't see a slot in the copper plate to force the weld current through the top of the battery. Nickel strips always have these. When welding batteries you are doing a series spot weld which makes two weld in one go. Without the slot the current can go directly from one electrode to the other electrode of the welding machine making the welds vary in quality. I'm also not sure whether welding copper to nickel is a very good idea due to the metals being different.
« Last Edit: October 12, 2018, 04:01:38 pm by nctnico »
There are small lies, big lies and then there is what is on the screen of your oscilloscope.
 

Offline Spikee

  • Frequent Contributor
  • **
  • Posts: 568
  • Country: nl
It is not clear from the video but I don't see a slot in the copper plate to force the weld current through the top of the battery. Nickel strips always have these. When welding batteries you are doing a series spot weld which makes two weld in one go. Without the slot the current can go directly from one electrode to the other electrode of the welding machine making the welds vary in quality. I'm also not sure whether welding copper to nickel is a very good idea due to the metals being different.

This is correct. Recently I worked on a 10S li-on battery pack in an e-mobility situation and these are some of the standard design practices. I worked with the two big German firms in this field.
Regarding bms the TI BQ763x is widely used and easy to implement. A main fuse is always used for a worst case scenario.
Freelance electronics design service, Small batch assembly, Firmware / WEB / APP development. In Shenzhen China
 

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
Thanks Siwastaja for correcting me. I smoked something more dangerous than a lithium cell before doing the math.

BTW what do you think about lifepo4 battery for energy storage? I was doing some goggle on that topic and that chemistry type was popping out quite often...
« Last Edit: October 12, 2018, 05:23:16 pm by zucca »
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
So I proceeded to take the unknow BMS out, first I took out the 30A fuse screws..



then I removed the two T-couple from the potting







and voila done after disconnecting the cells voltages monitor connector...



I tried to resurrect the BMW with a power cycle...



no no no, that guy did not respond at all. Probably design meh...  :horse:

This is what I am talking about sizes old vs new... you can just imagine the weight difference.



Oh wow I can chose between the glass stock fuse 30A F30A, or that automotive (?) flat 30A 58V. I will go probably with the glass one... everything is already there....



Now the hard part, it's a mechanical problem. The battery is almost 8mm too high.... I will think about a nice solution.
 


This is the battery bike attachment..

« Last Edit: October 13, 2018, 01:03:08 pm by zucca »
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 
The following users thanked this post: MT

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
It is not clear from the video but I don't see a slot in the copper plate to force the weld current through the top of the battery. Nickel strips always have these. When welding batteries you are doing a series spot weld which makes two weld in one go. Without the slot the current can go directly from one electrode to the other electrode of the welding machine making the welds vary in quality. I'm also not sure whether welding copper to nickel is a very good idea due to the metals being different.

Again, you are making the wrong initial assumptions :). You clearly see a system which, according to your knowledge about spot welding, is impossible, but instead of questioning your world view, you question the system, even though you clearly can see it doing the impossible.

What you know as the only "spot welder" is actually just a resistive spot welder, which is based on heating up the material-to-be-welded by running current through it by using two contacts.

Now back to your initial assumption:

This is not a resistive spot welder at all!

If your assumption was right, you would be spot on - it wouldn't work like that! Resistive spot welding would be nearly impossible to achieve with copper strip, anyway - nickel is used exactly because it has more electrical resistance, and lower thermal conduction, allowing enough local resistive heating compared to the exiting heat flow, making the weld possible. Still, slots are very important to shape the current.

I wanted to question all that complexity (needing a more expensive, inferior material (nickel), and requiring it to be die-cut to exact shapes). So, looking at the market, I saw you can weld copper directly to the cells, with some very specific high-end tools. This is called "micro TIG" or "micro arc" welder in the industry. Sunstone makes some battery CNC solutions capable of this:
https://sunstonewelders.com/product/250i2-ev-cnc-battery-welding-system/

Yes, actual battery manufacturers are using these. If you are only seeing nickel being "traditionally" spot welded to the battery, you are not looking around properly. Modern ways to do the same without nickel and without cutouts is normal business practice as of now,  but it's still considered novel high-tech. Manufacturers show off their direct-copper welding robots at every possible e-mobility expo. My system is just a crappy DIY attempt for the same, but it works nevertheless.

The cheapest quotes I was able to get started from $30k (for non-CNC tools), which is why I made my own.

It's basically a well tuned el-cheapo TIG with a custom pulsing add-on. The electrode has no physical contact to the workpiece; it's about a millimeter above. HF strike starts the arc, and it's the arc making a local melted pool of the copper, welding it to the cell directly. This was nontrivial to get right, the electrode geometry is important; if it goes wrong, it just burns through the copper, leaving a hole and not touching the cell much. I have a custom ceramic piece I made on a lathe from machineable ceramic. It needs to hold the tungsten electrode correctly centered and offset, and implement small channels for the Argon gas. Spring-loaded copper ring around the head is for "grounding" (actually +) the workpiece.

This makes one spot weld (not two) at once, the size is about 1.5mm. They are really strong, I quality control it by making dummy welds to scrap cells and tearing them apart. While strong as is, to prevent rotational forces from tearing that weld spot (and to add redundancy), my software does multiple spots. Higher welding energy is used on the plus side of the cell, since it has thicker tab material. Nowadays I do three small-energy dots per minus side, two higher-energy dots per plus side. In the beginning, I did more spots for added redundancy.

I haven't actually measured the welding time, except by looking at video still frames, it's below 30ms. If you touch the resulting weld of three dots a second after welding, you'll feel that the cell and copper stay cold.

Ultrasonic welding is an another approach for the same end result - spot welding copper directly to the cell.

Internally, the cell has aluminium and copper electrode sheets. These are ultrasonic welded to the cell case, internally. I'd expect the same metal choices work outside the cells, as well. And I don't see anyone reporting metallurgic issues with direct copper usage using the commercial micro-arc or ultrasonic technologies.

What I do think about is that I'd like like to still have some cutouts, not for making the weld possible, but for strain relief due to possibly dissimilar thermal expansion within the system when finally installed in varying conditions.
« Last Edit: October 15, 2018, 01:31:33 pm by Siwastaja »
 
The following users thanked this post: MT

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
BTW what do you think about lifepo4 battery for energy storage? I was doing some goggle on that topic and that chemistry type was popping out quite often...

Since you asked - IMHO, LFP serves quite a niche purpose. It's best for replacing 12V lead acid system, as it's the only li-ion chemistry that happens to have compatible voltage range so that a 4s pack can almost directly replace a 12V lead pack. For other li-ion chemistries, 3½ cells would be required :). The voltage curve is more flat, too. It's really close to lead acid. It's case-by-case whether it needs some tweak in the product voltage setpoints, or some management, but chances are it is completely a drop-in, even without a BMS, and people do that anyway.

LFP was a really biggie 15 years ago, academically, and for small battery startups, which picked it up for manufacturability reasons AFAIK. Possibly some patent reasons as well, I'm not sure.

LFP was touted as the next big thing. Back then, the only commercial li-ion chemistry was LCO (originally commercialized by Sony), with energy density around 160Wh/kg back then. LFP was supposedly 130Wh/kg, a fair compromise, with supposedly radically lower manufacturing costs (due to abundance of iron and phoshpor, compared to the price of cobalt!); and supposedly radically better safety.

Safety-wise, the thermal runaway onset temperature of LFP is somewhere well over 300 degC (IIRC) compared to the frightening ~150 degC of LCO, and even then, the thermal energy release in the runaway is more benign. But, this ends up as a fallacy; the batteries are complete products, and the safety is the sum of all chemical and physical design within the cell. Even with the imminent danger of the LCO cathode material, the bare cathode chemistry is just one thing. LFP cathode is still not completely safe, and can run away thermally, producing nasty amount of energy release. The electrolyte is still the same, flammable liquid, which shoots burning out of the cell due to the internal pressure, because no one has come up with a better non-flammable electrolyte.

And then, it comes to R&D and engineering:

Because the LCO, and upcoming LMO, NCA, NMC, were more marketable with their higher energy density, they received the actual R&D budget, going through safety improvements, such as advanced shutdown separators (meaning the plastic or ceramic layer in the cell melts "shut" and works as an insulator, stopping the ion transfer, in overheating parts of the cell), or physical cell design things, such as embedded fuses, current-interrupting rupture valves...

As a result, what do we have now, available on the real market, for putting into real products?

Very few LFP products. I have seen numerous safety tests where A123 and K2 cells failed more dramatically than our contemporary high-energy-density cells. Why? They are made by small players, with limited resources in safety engineering. They believe they have chosen a "safe" chemistry, giving the classical "false sense of security". Or, they are some Chinese players (like the absolute classic Winston Chung) not too interested about the actual safety. Happens in China, not saying there isn't good engineering there as well. And maybe they are right, maybe we are too fixated on safety here?

And, in the end, what do we have? We have:

* LFP cells are still at around 130Wh/kg (actually many Chinese LFP plastic boxes at below 100Wh/kg), which cost around $300-$400/kWh,

while rest of the world has gone forward, and so,

* the modern NCA/NMC cells are at around 250Wh/kg, and cost around $200-$300/kWh!

Especially for mobile anything, this energy density difference is baffling. It makes a real difference whether an EV can drive for 150km or 300km on a single charge! Or, if you can play your "sponsored by NSA" Candy Crunch whatever app for baffling 2 hours straight instead of just one!

What's left after this, are fairly empty promises that an LFP cell lasts for 2000-3000 full cycles while an NCA cell lasts for only 500 full cycles. The point is moot if the NCA cell can be derated to, say, 70% capacity for the same price (yet much lighter weight), increasing the cycle rating manyfolds, or who cares about a promise of 2000-3000 cycle promise if the manufacturer is either just on the brink of bankrupt, or a Shenzen special? Who knows all the failure modes and aging modes for those cells without extensive testing? I did quite a lot of such testing and found out that:
1) The reason the Samsung NCA cell is "only" specified for 500 cycles is that they actually test them, guarantee them, and add a generous safety margin. They actually tend to last approx. 1000 cycles on their own conditions,
2) Number 1 way to increase cycle life in NCA cells is to reduce charging current near full state-of-charge. That's where the cycling damage occurs. Want to fast charge at 1C? Do it, but taper it off after 4.0V.

We saw the same discussion, only on stereoids, with lithium titanate cells, which is even inferior per energy density and price, but supposedly even better per safety and storage and cycle life. Charge from zero to full in just 10 minutes! OK, true, but... what do you do with this rating, when you can get, with the same money, and with the same weight, and NCA pack which charges equal amount of energy in the same 10 minutes, but then still has 5 times more capacity left you can still go on charging! Or, who cares with claims of 10000 cycle lifetime, if you need to do 5 times more cycles because of the miniscule capacity of the pack, and after just 5000 cycles, it's already swelling and leaking electrolyte despite manufacturer promises (disclaimer: this last part is industry hearsay, but it's better than internet forum hearsay.)

So yeah, I don't see use for LFP anywhere except 12V replacement, but YMMV, and maybe I'm not 100% correct in all this. I'll change my opinion for energy storage as soon someone starts making LFP cells for considerably lower price (per kWh) than NCA right now. That would require over 50% price drop, however; I'm not holding my breath. OTOH, the market right now is price-fixed by the Chinese manufacturers. Price fixing is not dictated by laws of physics, so it can suddenly stop, given right conditions.
« Last Edit: October 15, 2018, 01:29:02 pm by Siwastaja »
 
The following users thanked this post: Zucca, MT

Offline MT

  • Super Contributor
  • ***
  • Posts: 1657
  • Country: aq
External heat over the thermal runaway onset temperature - around 150 degC - would be the best bet, since the modern shutdown separators seem to work so well that even a nail penetration is not setting these things on fire anymore.

Warning: this is not to say you should abuse the cells in any way. They can catch fire because the inherent chemistry is still very volatile - it's just got safety layers built around it -, and abusing them will of course increase the risk as it puts more burden on the safety features that are not "normally" needed. It's just that it doesn't tend to usually happen, because the safety features are well designed.

Thanks for your efforts to describe issues with LiPO's BMS etc, most interesting, but i wonder when in time did
LI cells get this protection from nail penetration ,overheat regulation , shutdown separation, etc? Just recently? is there
a definitive date to it so one can distinguish old from new tech?
« Last Edit: October 15, 2018, 08:57:23 pm by MT »
 

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
Thanks for your efforts to describe issues with LiPO's BMS etc, most interesting, but i wonder when in time did
LI cells get this protection from nail penetration ,overheat regulation , shutdown separation, etc? Just recently? is there
a definitive date to it so one can distinguish old from new tech?

There is no definite date, it has gradually got better over the whole three decades of commercial li-ion history. Cells from the Big Guys (Sony, Panasonic, Sanyo; later Samsung SDI, LG Chem...) have always been fairly safe, except for small issues every now and then, which then drive the safety culture forward. I think everybody's had their share of issues as well. Most of us still remember the Samsung smartphone fires around a year ago? (It was two separate incidents with two different cells, with two completely different failure modes; only the latter being a Samsung SDI cell IIRC.) Sony had laptop battery fires in early 2000's as well.

Using any currently available cells from the big, trusted brands should be OK, even if you find some recent-ish new old stock. AFAIK, there are no big safety breakthroughs in production cells during the last decade, just some gradual improvement. I'm sure shutdown separators, PTC endcaps and CID rupture valves have been standard parts of proper 18650 cells for over a decade.

While the new (current) NCA and NMC cathodes are arguably safer than the "old" LCO (still available commercially, but getting niche), the difference is fairly small. I think it's something like a 10 degree C difference on the thermal runaway onset temperature, and some tens of percents less energy in said incident... The cathode safety order would be something like (from the worst to the best), 4.35V LCO, 4.20V LCO, NCA, NMC, LMO, LFP, LTO.

I tend to trust 18650 cells more than pouch cells.

Nail penetration and crushing can never be guaranteed 100% safe given the current technology, even though they are tested and typically don't result in a complete thermal runaway.

We all would like to see some real safety breakthroughs, for example, a cathode that doesn't run away thermally at all, or nonflammable electrolytes, but AFAIK they are not in the horizon. Remember that 99.99% of the battery science "breakthroughs" you read about in the media (traditional or even specialized tech media), are either complete scams, or massive exaggerations trying to lure in investor money. But, real 0.01% breakthroughs do happen given enough time and resources.
« Last Edit: October 16, 2018, 01:46:50 pm by Siwastaja »
 
The following users thanked this post: MT

Offline MT

  • Super Contributor
  • ***
  • Posts: 1657
  • Country: aq
Quote
Nail penetration and crushing can never be guaranteed 100% safe given the current technology, even though they are tested and typically don't result in a complete thermal runaway.
We all would like to see some real safety breakthroughs, for example, a cathode that doesn't run away thermally at all, or nonflammable electrolytes, but AFAIK they are not in the horizon. Remember that 99.99% of the battery science "breakthroughs" you read about in the media (traditional or even specialized tech media), are either complete scams, or massive exaggerations trying to lure in investor money. But, real 0.01% breakthroughs do happen given enough time and resources.

Speaking of material tech in this fairly recent video Andreas Hintennach; Chemist ,MD, PhD, Daimler AG, Mercedes-Benz, Group Research, Germany talks about post lithium materials such as sulfur and soldistate ceramics etc.

https://youtu.be/pxC2pciLl04?t=19

Mr Goodenough debunks Tesla batter management system, talks further on solid state battery techniques.

« Last Edit: October 16, 2018, 02:51:32 pm by MT »
 

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
Mr Goodenough debunks Tesla batter management system

No he doesn't - debunking means giving some factual representation with solid arguments. His arguments can be easily fact-checked. Does the Tesla's pack last only for two years, after which it needs a replacement, and is it true that the Tesla owners are all happily buying these replacements after just two years? Is Tesla's battery management system as expensive as the cells themselves? I think we all know the answer to the both questions. Especially the first one is easy. The second one might fool someone.

I have closely looked at the Model S hi res battery teardown photos. The BMS system is very typical, simple, and doesn't look too expensive. It has fairly low-current dissipative balancing, for example.

Of course, if you count the Tesla's thermal and shock management as "management" as well, which could be fair, then this claim isn't necessarily too far from the truth, so maybe it's politician-class "stretched truth" - something which IMO doesn't belong in science nor engineering. Anyway, Tesla's liquid cooling system has a lot of bent pipe in it and it does definitely cost something. I still doubt it's as much as the cells are. But I'm sure getting rid of it by having more robust battery tech would allow quite some savings!

As we all (should) know, "managing" 100 cells in parallel is basically no different to managing one cell. Managing 7000 cells is not 7000 times more complex nor expensive to managing 1 cell.

Quote
, talks further on solid state battery techniques.

While a big name in the industry history, Dr. Goodenough has lately been on public several times basically marketing certain technologies or certain companies. While this gives the discussed companies and technologies more credibility, it doen't guarantee much about how viable they are.

We all want to get rid of that flammable liquid electrolyte.

But, I do believe that some novel way will eventually succeed and make an actual breakthrough. People close to me (relatives and friends) knowing my work around battery tech, I get a lot of links of "look at this battery breakthrough!" on media, and I'm a bit tired about all of it :). So I'm sceptical by default, and even Dr. Gooenough isn't much of an argument in my view; I'm not a believer in authority anyway.

BTW, there is an important distinction between the battery engineers, and battery system engineers. The former - the chemists who design the cell technology - often don't like the idea of needing a BMS, and eagerly develop a cell which won't need one. The latter type, most of the time, tends to be huge believers in BMS systems, and are actually very happy with all their complexity, unreliability, etc., since that's what giving them their jobs. I share the battery scientists' sentiment there, and I would very much like to see a robust and simple cell.
« Last Edit: October 16, 2018, 03:22:59 pm by Siwastaja »
 
The following users thanked this post: MT

Offline MT

  • Super Contributor
  • ***
  • Posts: 1657
  • Country: aq
No he doesn't - debunking means giving some factual representation with solid arguments. His arguments can be easily fact-checked.
Well, perhaps not debunks but laughs! :)
Quote
Does the Tesla's pack last only for two years, after which it needs a replacement, and is it true that the Tesla owners are all happily buying these replacements after just two years? Is Tesla's battery management system as expensive as the cells themselves? I think we all know the answer to the both questions. Especially the first one is easy. The second one might fool someone.
Then Mr goodenugh is not goodenough to Tesla.
Quote
I have closely looked at the Model S hi res battery teardown photos. The BMS system is very typical, simple, and doesn't look too expensive. It has fairly low-current dissipative balancing, for example.
Is is a safer one or one of those TI etc chip based unsafer ones?
Quote
Of course, if you count the Tesla's thermal and shock management as "management" as well, which could be fair, then this claim isn't necessarily too far from the truth. Tesla's liquid cooling system has a lot of pipe in it and it does definitely cost something. I still doubt it's as much as the cells are. But I'm sure getting rid of it by having more robust battery tech would allow quite some savings!
I dont he specifically talked about crash management just in general.
Quote
As we all (should) know, "managing" 100 cells in parallel is basically no different to managing one cell. Managing 7000 cells is not 7000 times more complex nor expensive to managing 1 cell.
Do Tesla refurb, replace individual defunkt cells or just offer entire new banks/plates when a customer get battery problems?
Quote
While a big name in the industry history, Mr. Goodenough has lately been on public several times basically marketing certain technologies or certain companies. While this gives the discussed companies and technologies more credibility, it doen't guarantee much about how viable they are.
Perhaps its more for him to push the paper and tests they published with the Portuguese scientist who invented that ion carrying glass or something.
Quote
But, I do believe that some novel way will eventually succeed and make an actual breakthrough. People close to me (relatives and friends) knowing my work around battery tech, I get a lot of links of "look at this battery breakthrough!" on media, and I'm a bit tired about all of it :).
Dont despair R/D is inevitable! Your friends dont know as much about battery they just want to rid themselves of
oily arabs, russians, americans and norwegians!
 

Offline Siwastaja

  • Super Contributor
  • ***
  • Posts: 8426
  • Country: fi
IIRC the IC markings were not visible in the teardown photos. You could try to google for them, they were widely available a few years back. It's possible it's some COTS management chip, or it might be custom.

Single cells wouldn't be replaced in a paralleled bank of cells for numerous reasons. It would be very expensive at least, and a slow process since the swapped cell must be charged/discharged to the same SoC. Packs also tend to be glued, dipped or sprayed with some kind of goo. The takeaway here is that if the cells are not reliable enough to build reliable packs, then just don't use them at all, you won't have a business with the failing cells. 1 serious cell failure within a TESLA pack probably is a showstopper for that pack. They can't remove it from the equation. If it shorts out completely, sure, it'll blow the fuse wire. If it starts to leak a tiny little bit, it's not going to matter. But anything else, and the pack is unusable as a whole. So, if you want to have returns below 1%, you need to have cell failures below 1/700000. This is very well possible given Panasonic's quality control.

The failure rate must be low enough that you can replace the complete pack - maybe one series module in some cases, but probably not with TESLA.

I'm sure they'll closely analyze any failures and keep the process in control with Panasonic (and their new plant).
 
The following users thanked this post: MT

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
I installed the chinesium parts... well one was good, the other one failed on me.  :horse:

First this one:



very pleased with the device, here the look-up table:

31,76V  0%
34,04V  10%
35,29V  20%
36,27V  30%
36,88V  40%
37,50V  50%
38,10V  60%
38,82V  70%
39,49V  80%
40,30V  90%
41,40V  100%

there is also a "secret menu" which let you set the back light, standby and cycle between % and V display plus other two settings which I did not understand (of course where I can find some pdf on it???).
Anyway it work(ed)(s) well. Double finger crossed.

This one:



was at the end a complete fail.
First the heat sink was 0,25mm away from the mosfet... I had to rework that.
Then I tested it with about 10A load and it was working ok, also the charging was ok. It even cut the output at about 30V in the discharge test.
Also the self discharging test was ok with that BMS:



Of course after the final soldering actions and after closing the battery case, I did the final test. Boom, failed. I got only 17V open (0V with 1 to 10Aload) on the output with a 41V battery. Tried to disconnect, reconnect. Nothing. Toasted. I asked a refund to ebay, will see.
I just applied a protection spray for wet environment for electronic before the final test:



but I don't think it could kill that stupid board. Well it failed once also before (same shit) but when I connected the charger, it fixed it.
Anyway there were signs of hand soldering rework on that board.... it did not inspired any good from the beginning.

Finally the B- cable on the sense cell connector was a straight short to the big B- pad... why then a cable there? To externally connect what is already connected on the board?  :palm:
(PS: I used that cable to connect the battery gauge, so I was happy for that no sense...  >:D)

Trouble-shooting a 8€ chinesium board? #FORGETABOUTIT
I got this one:



eBay auction: #273019581068

please God send me something which works fine this time.

Anyway I solved the mechanical problem with some bad ass hot air melting process, here some pictures of the Frankenstein battery.







« Last Edit: October 29, 2018, 08:59:10 am by zucca »
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 

Offline ZuccaTopic starter

  • Supporter
  • ****
  • Posts: 4468
  • Country: it
  • EE meid in Itali
So I did it!

Not a pretty job, but holy cows that bike now flies. The battery is so much lighter and equal if not more powerful. Li-Ion for president!
My mom is scared to ride it  >:D ...




« Last Edit: April 01, 2019, 09:28:17 pm by zucca »
Can't know what you don't love. St. Augustine
Can't love what you don't know. Zucca
 


Share me

Digg  Facebook  SlashDot  Delicious  Technorati  Twitter  Google  Yahoo
Smf